Challenger Truckee

hahahahah a sizzler, I don't know which is better, that, or the NYL TACAN arc landing NE. Probably both.

Reminds me of my first trip to whidbey as none other than a college midshipman to get my first navy flight physical (almost 20 years ago now, which is scary to think about). We had a duty van, a few of us driving up from Oregon State/Corvallis, with a MECEP SSGT of the Marines driving (and ostensibly the senior person). He took us VFR direct to a sizzler north of Olympia. I'm sure I had the sirloin. The next day, I had the hottest navy flight doc in the history of the navy (she looked like Catherine Bell) tug my nuts and inspect by b hole. The rest is history. The SSGT ended up flying skids, and is a really good dude, in spite of his restaurant choices. He probably just retired and did an RTP and is now scaring someone on a V1 cut somewhere :)
 
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///AMG said:
Beware crews......direct may NOT be the most efficient routing!
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Usually for airspace. Having to swing all the way down to southwest to EWM or ELP, just to cross south of the entirety of the huge R5107 WSMR complex. “Hey ZAB, can you contact Cherokee and see if we can get direct TCS DRRVR for the PINNG 1 to PHX?” Only because having flown in the R5107 complex for years, I can remember that while it may be active, there are large gaps of time when it’s not hot at the time or even possibly projected to be, but Cherokee is fine with just keeping the airspace to themselves. ZAB never queries because no one asks them to, everyone just accepts that it’s active at this time, so oh well. Works out more often than it doesn’t, that you hit a good chunk of time when there’s nothing going on inside of it and Cherokee is fine with the fly through.
 
T/O w/FSII said:
As a very busy contractor in large corporate jet flying international and domestic destinations…

Your attitude, tone, confidence, reputation, inability to think outside the box, lack of recency in flying part 91, lack of standardization, lack of experience in the right seat, can’t fly a circle to land, can’t file a flight plan…etc etc. I can keep going but I think you get the picture.
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Wait til you see me bake a cake.
 
///AMG said:
Don't you question the gonkulator Mike! The release said 350, with a step to 370. The CRZ page says it too. OUR FUEL BURN IS LESS THERE!!!!!!!!!!!!!!!
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Could just check it? Alt 370, don’t execute, legs, route data, wind request. Let modified winds insert for 370. Don’t execute. Look at Prog page and see if fuel and time changed for the better or worse.
 
///AMG said:
Don't quote me on this, but it seems like on most long haul flights, the predicted on deck fuel on the PROG page (at least if STAR/approach are input then) is around 1000 more before takeoff than it is when you land. Or at least in that ballpark. We used a similar rule of thumb in the FA-18, albeit on shorter legs.....but the reality was the same, predictive fuel estimates were about that optimistic early in the flight. IMO, it is funny to be measuring the predicted fuel with a micrometer, i.e. abeam points, when people change speeds and fly other altitudes than planned (turb, wx avoidance), get held down, or fly non standard climb outs. When I'm sitting there trying to figure out why I might be 800# below the how ya doin, there are just too many variables to be able to say "oh its a fuel leak". So I question if fixating on the printout and abeam points is really a worthwhile endeavor. But I'm new, so I'm also probably wrong :)
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You’re not wrong. The only accurate number is the fuel burn number on the release. Just do a mental math work up of what you should be landing with. It all flies out the window when the plan starts falling apart anyhow.

Also coming up with a fuel burn per minute for single engine and two engine taxi is super important. So you can put a time value on how long you can taxi before you get to the release fuel. Since they typically give you 1000# more than that.

Then the Mike Tyson factor: “everyone has a plan until they get punched in the face.”

SE flying is hella good for making sure you have a plan A, B, and C you can act on that plan and you won’t sit there like a deer in the headlights when you get punched in the face.

So yeah all that stuff +/- 2000#….


Sent from my iPhone using Tapatalk
 
SrFnFly227 said:
I do not pretend to know anything about maintaining an airplane. My job is to budget, schedule, pay for, track, and document their training events. As I am new to the role, at the moment it is basically them telling me what they need. I am enjoying learning about required training on the tech side though. It's a world I had not really been exposed to prior to taking this over in April. One of our guys started 6 months to CAM through the NBAA in July and is going for his IA in a week.

We may end up hiring 1 or 2 full time flight attendants next year. I will be responsible for their training in the same way that I am the mechanics. Though I will probably be part of the onboarding process for them as well. And I forgot to mention our scheduler/dispatcher. Track his stuff too.
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It's the same for me. I generally let them take whatever they feel that will make them more effective at their jobs. The same goes for me.

It would be the same for a cabin attendant. There is so much that they can do. The bare minimum is FACTS training. But there could also be culinary courses, butler course, or a sommelier course. It all depends on how in depth you'd want them to go.
 
T/O w/FSII said:
As a very busy contractor in large corporate jet flying international and domestic destinations…

Your attitude, tone, confidence, reputation, inability to think outside the box, lack of recency in flying part 91, lack of standardization, lack of experience in the right seat, can’t fly a circle to land, can’t file a flight plan…etc etc. I can keep going but I think you get the picture.
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THIS!!
 
MikeD said:
Usually for airspace. Having to swing all the way down to southwest to EWM or ELP, just to cross south of the entirety of the huge R5107 WSMR complex. “Hey ZAB, can you contact Cherokee and see if we can get direct TCS DRRVR for the PINNG 1 to PHX?” Only because having flown in the R5107 complex for years, I can remember that while it may be active, there are large gaps of time when it’s not hot at the time or even possibly projected to be, but Cherokee is fine with just keeping the airspace to themselves. ZAB never queries because no one asks them to, everyone just accepts that it’s active at this time, so oh well. Works out more often than it doesn’t, that you hit a good chunk of time when there’s nothing going on inside of it and Cherokee is fine with the fly through.
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I heard you had them install UHF radios just so you could check in on area common/SOF, and be "MARSA" :)
 
dustoff17 said:
THIS!!
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7vr25b.jpg





dcd1b82b-ddfd-4169-8a1e-c14727419825_text.gif
 
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T/O w/FSII said:
As a very busy contractor in large corporate jet flying international and domestic destinations…

Your attitude, tone, confidence, reputation, inability to think outside the box, lack of recency in flying part 91, lack of standardization, lack of experience in the right seat, can’t fly a circle to land, can’t file a flight plan…etc etc. I can keep going but I think you get the picture.
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Needs to be an "oooh dang!" roasty-toasty reaction emoticon.
 
SteveC said:
As a retired "corpie", I'm pretty confident that it really isn't an option for you even if you wanted to. I know people...
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I heard this same BS about leaving 9E from the haters. That I would never get hired anywhere else. Yaaaaaaaaaawn.



Or my personal favorite, “GoJet pilots are scabs, they’ll never get hired anywhere! The interview teams will be ex-regional pilots and they’ll remember!”


Narrator: They got hired everywhere without problems.



On the VX side, one of our younger and more senior guys hired back in the day was a Freedom A lister. Crossing to Freedom part 1 allowed him to rack TPIC and hop to VX at a young age for the time he was hired. Today? Sitting pretty AS Captain.
 
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